According to the terms of the organization, there are some routes. Conditions for assigning routes. Train formation plan indicators

Routes from loading points are classified according to the following criteria:

1.by the way of organization

Consignor - loaded and formed at one station or one railway station by one or several shippers

Step-by-step - loaded by several shippers at the railway station with consolidation of groups of wagons at the junction station or loaded at several stations of a node or section with consolidation at the reference station

Circular - permanent trains, circulating between one loading station and one unloading station according to the principle of shuttle movement

2. By appointment

Straight lines - made up of wagons to one destination station

Direct precinct - at the station of one section

In spraying - made up of wagons to several destination stations and to be disbanded at the technical (marshalling) station closest to the unloading area

2. By range

Networked - following within several roads

On-road - within the same road

Route planning.

GO the sender submits an application for the carriage of goods by routes to the required amount copies. The application indicates:

· Shipping Name;

· Station of departure;

· Consignor;

· Dates of carriage delivery;

· Route destination road;

· Station of unloading or spraying;

· The number of routes and wagons by days of loading.

Technical and economic efficiency
routing of cargo transportation.

The efficiency of routing cargo transportation from loading points is determined by the acceleration of route advancement, i.e. reducing the time of delivery of goods by reducing the time spent by cars at associated technical stations in comparison with the method of delivery of goods by wagon consignments in end-to-end trains (3-4 times)

V general case saving time of delivery of goods by routes will be:

1. Acceleration of the movement of wagons on the loading section from the loading station to the nearest technical station.

2. Reducing the downtime of cars at associated technical stations

3. Acceleration of the movement of wagons in the unloading section from the last technical station (spraying) to the unloading station

t uv ek = t 2 sat - t 2 m hour / wagon

The total savings in time for moving the routes will be

T total eq = t pack eq + T tech eq + t uv eq wag / hour

However, it is necessary to take into account the additional costs of time when organizing (accumulating) routes to the loading station t pogr add and when unloading t load add to the destination station.

These costs are due to the fact that the length of the route significantly exceeds the size of the loading and unloading fronts.

The expediency of organizing routes from loading points is determined by compliance with the condition

T total eq ≥ t burial add + t unload additional hour / wagon

Actual savings in delivery time by routes

T fact = T total eq - (t burial add + t discharge add) hour / wagon

Economic efficiency implementation of routing in a specific direction can be determined by the formula:

E mar = T total ek m N mar e in-h rub

T total eq - saving time

m - route composition

Mar N - the number of routes for the period under review

E in-h - the cost of 1 wag-hour (expenditure rate)

The Unified All-Russian Sports Route Classification (ESCM) defines the basic principles, requirements and technology for the classification of active hikes.

Depending on the difficulty of the obstacles to be overcome, the area of the hike, autonomy, novelty, the length of the route and a number of its other indicators characteristic of a particular type of active tourism, hikes are divided into weekend hikes, non-categorical and categorical. In addition, trips are divided by types of tourism: hiking, water, mountain, skiing, cycling, car, motorcycle, speleo and sailing, and can also represent their combinations.

According to their difficulty, active hikes are divided into three degrees of difficulty, from I to III, and six categories of difficulty, from I to IV.

The difficulty categories of hikes can be determined both in accordance with the "List of classified active tourist routes" and the associated lists of local obstacles - passes, peaks, caves, and in accordance with this EUSKM. When compared with the "List ...", the technical complexity, variety and nature of obstacles in the hike should be no lower than that of classified routes of the same difficulty category in a given area.

The classification of hikes according to the degree of difficulty is used in youth tourism. Considering the specifics of youth tourism, there is no classification of trips by degrees of difficulty for sailing, auto-, speleo- and mountain tourism.

The main indicators that determine the category of the difficulty of the hike are the type, number, variety and category of difficulty of the obstacles to be overcome on the route. The difficulty category of an obstacle is determined by the level of skill and technical skill required to pass it safely. Each type of tourism has its own typical obstacles, reflecting its specifics. Routes of a higher category of difficulty contain more difficult obstacles. When categorizing routes, obstacles are primarily taken into account that provide tourists with the technical experience needed to safely navigate subsequent routes.

A hike is considered a combined hike, the components of which are full-fledged sports routes. different types tourism, while the complexity of each of its parts must not be lower than the II category of complexity. The general difficulty category of a combined hike can be one unit higher than the maximum difficulty of its component parts.

If certain sections (obstacles) from other types of tourism or obstacles of higher categories of difficulty of this type of tourism are included in the route, the route may have the status of a route "with elements" of hikes of higher categories of difficulty or typical for other types of tourism.

For some types of tourism (hiking, skiing, sailing), the difficulty category of the hike largely depends on the geographical area of the hike, its autonomy, and the total height difference gained by the group on the route.

The standard duration of the hike is understood as the minimum time required for a prepared group to complete the route. This duration can be longer with an increase in the length of the route, the number and difficulty of obstacles, as well as at the expense of the time for reconnaissance and its reserve in case of bad weather. The number of days should not exceed 20% of total duration hike.

The normative length of the hike is understood as the smallest permissible length of the route of a given category of complexity. The length can be reduced (but, as a rule, by no more than 25%) with a significant increase in the number of obstacles on the route that determine the category of difficulty of the hike. The length of the route in rugged terrain is measured on a 1: 100000 scale map, and the result is multiplied by a factor of 1.2.

The main part of the route should be linear or circular (one ring) with a length of at least 75% of the set for this category of difficulty of the hike and contain the most difficult obstacles of the route (for mountain hikes - at least two of the most difficult passes).

A radial hike is a small section of the route with a return to the same point. Distance and natural obstacles passed in circular radial exits (with a return on a different path) are counted in full, and those covered in linear radial exits (with a return on the same path) are counted in one direction.

Trekking routes must be continuous. A break in the route is considered an unnecessary stay in locality more than two days, as well as the use of transport within the route.

In some cases, for linking rivers, caves, it is allowed to use transport within a given tourist area, if this is justified by the logic of the campaign and does not violate its integrity.

If the organizers releasing a group on a hike have doubts about the assessment of the difficulty of the route, then the route documents may indicate the range of assessment (for example, III-IV category of difficulty) with a record that the final categorization of the hike will be made after reviewing the report.

For each type of active tourism, certain specific requirements are allocated.

Walking tourism. Assessment of the difficulty category of the route is carried out according to the "Methodology for categorizing the walking route".

The term "pass" in mountain tourism is understood as the place of intersection of a ridge or its spur from one valley to another. The crossing point may not coincide with the lowest point of the watershed. In sports tourism, six semi-categories of the difficulty of the passes are accepted - from 1A to 3B. Passes are simpler than 1A category of difficulty are called non-category (n / k).

The classification of the passes is given in the "List of classified passes of high mountain regions" and its supplements. The difficulty category of the passes, depending on the conditions (seasons and years, snow and ice conditions), can change to a semi-category.

Such passes are marked with * in the list. When scoring a hike, these passes must be classified unambiguously (for example, 2A or 2B, but not 2A *). The * sign near the 3B pass means that in order to overcome it, the group members (its leader) must have experience in passing (leading the passage) of the 3B passes.

Consecutive passage of two or more passes, if a significant part of the descent into the valley from one pass and the ascent from the valley to the next pass falls out, is considered as a crossover link and is counted as one pass.

Mountain hikes can include ascents to the peaks and traverses of ridges, which should logically fit into the route of the route. Due to the differences in approaches to the assessment of mountainous relief in active tourism and mountaineering, the category of difficulty of ascent or traverse, which is not an element of passing the pass, should be assessed by the IWC on the basis of the list of classified peaks or the expert assessment methodology described in it. The difficulty category of the ascent or traverse must not exceed the difficulty of the pass that determines the difficulty category of the hike.

Ski tourism. Evaluation of the category of difficulty of the route is carried out by comparing it with the "List ..." or using a special methodology.

Water tourism. Water obstacles, depending on the water level, can have a different category of difficulty.

The difficulty category of cruises with the simultaneous use of several classes of vessels is counted: for participants - according to the class of the vessel on which they make the given cruise; for the leader - according to the highest category of complexity for the vessels participating in the cruise, if the minimum number of these vessels and the minimum number of their crew members meets the relevant requirements of the "Rules for the Conduct of Tourist Sports Campaigns".

Sailing tourism. In active sailing tourism, routes are classified, traversed on collapsible sailing ships along reservoirs, lakes, large rivers, in the coastal zone of seas and oceans.

1) the wind-wave conditions of the reservoir (the strength and direction of the prevailing winds and the nature of the waves during the campaign, the width and depth of the reservoir in the area of the route);

2) geographical and other features of the area (average long-term indicators of water and air temperature during the campaign, the nature of the coast, tidal and other currents, the availability of fresh water);

3) the tourist development of the area, the intensity of navigation, the complexity of the navigation conditions; the presence of settlements.

The difficulty category of the hike actually passed by the group is determined based on the results of the review of the report, but cannot be higher than the declared one when entering the route. When developing classification and evaluating the declared routes, the following indicative indicators of their complexity are accepted:

A hike is considered to correspond to the declared category of difficulty if the group has been in the conditions of the highest wind force allowed for this category of hike for at least three days. When planning the crossings, it is necessary to keep in mind that sailing under the maximum wind-wave conditions for the trip should not coincide with the maximum allowable distance from the coast.

When driving along rivers, the length is adjusted in accordance with the speed of the river flow (at a speed of more than 3 km / h, the length increases by 20%).

Taking into account the cruising speed of sailing tourist vessels, the length of the cruise is adjusted by the power-to-weight ratio depending on the main sail area and the number of crew members. For inflatable vessels, the coefficients are reduced by 0.2, and for vessels with a rigid hull, they are increased by 0.05.

Speleotourism. When categorizing caving trips, the categories of difficulty of the caves and their number are taken into account. The entire set of caves must be traversed during one trip. As an exception, it is allowed to set off "prefabricated" hikes for those areas where there is not a sufficient number of caves located at an acceptable distance from each other. If a cave of the first or second category of difficulty has a long length, the passage of several caves can be replaced by the passage of several routes in the same cave.

Automotive tourism. Evaluation of the categories of complexity of the route is carried out according to the "Methodology for categorizing auto-motocross."

(as amended by the order of the Ministry of Transport of Russia of 10.06.2009 N 94, of 03.10.2011 No. 258)

1. These Rules determine the procedure for the carriage of goods and empty freight wagons that do not belong to the carrier (hereinafter - own empty wagons) by rail sending routes.

(the paragraph is given as amended by the order of the Ministry of Transport of Russia dated 03.10.2011 No. 258)

In order to accelerate the delivery of goods, reduce transport and operating costs, the carriage of goods and their own twin wagons can be carried out by dispatch routes.

2. The dispatch route (hereinafter referred to as the route) in these Rules means the composition of a train of a specified weight or length, formed on a non-public railway track or under an agreement with a carrier and / or owner of public railway transport infrastructure on public railway tracks of a railway station (hereinafter - station) from a prerequisite exemption of at least one technical station on the way from processing such a train, provided for by the plan for the formation of freight trains.

3. Routes can be organized:

direct, when transported to one station of destination (transshipment) to the address of one or several consignees (freight cars to the address of each consignee must be in a separate group);

in spraying, during transportation by destination at the station of disbandment according to the plan for the formation of freight trains or by assignment to the points (stations) of route spraying announced by the owner of the infrastructure, where the addressing (indication of destination stations and consignee) of wagons at the unloading station to specific consignees is carried out, or by appointment to the entrance and distribution stations receiving fuel cargo, with further wagons addressing at the unloading station.

(as amended by the Order of the Ministry of Transport of Russia dated 10.06.2009 No. 94)

The consignor agrees with the consignee on the possibility of accepting routes of a set weight or length for unloading.
The routes can be used to transport goods in containers.

(the paragraph was introduced by order of the Ministry of Transport of Russia dated June 10, 2009 No. 94)

4. Clause is excluded by Order of the Ministry of Transport of Russia dated June 10, 2009 No. 94.

5. The weight and length of the routes are set by the carrier in agreement with the owner of the infrastructure and announced to the shipper.

(as amended by order of the Ministry of Transport of Russia dated 10.06.2009 No. 94)

If there are downward changes in train weight (breakpoints) on the route of the stations, the routes are organized from the core (the main part of the sending route of the set weight, which follows without re-forming to the destination railway station in the event of a change in train weight along the route) and the trailer part , following as part of the route to the points of weight break.

The weight and length of the route core are set in the same order as for routes in general.

The length of the route or the core of the route, consisting of its own empty wagons, is set by the carrier in agreement with the owner of the infrastructure and announced to the sender of its own empty wagons.

(The paragraph was introduced by Order of the Ministry of Transport of Russia dated 03.10.2011 No. 258)

6. Consignors, along with the application for the carriage of goods, submit an application for the carriage of goods by routes in triplicate in the form in accordance with the appendix to these Rules. When transporting its own empty wagons by route consignments, the sender submits to the carrier only an application for the carriage of goods by routes in triplicate in the form in accordance with the appendix to these Rules. At the same time, in the application, in the column "name of the nomenclature group of goods", "own empty wagons are indicated.

(as amended by order of the Ministry of Transport of Russia dated 03.10.2011 No. 258)

The submission and consideration of the shipper's applications for the carriage of goods are carried out in accordance with the procedure established by Article 11 of the Federal Law of January 10, 2003 N 18-FZ "Charter of Railway Transport Russian Federation"(Collected Legislation of the Russian Federation, 2003, N 2, Art. 170, N 28, Art. 2891; 2006, N 50, Art. 5279; 2007, N 27, Art. 3213, N 46, Art. 5554; 2008, 30 (part II), art. 3616), the Rules for accepting applications for the carriage of goods by rail, approved by Order of the Ministry of Railways of Russia dated June 16, 2003 N 21 (registered by the Ministry of Justice of Russia on June 19, 2003, registration N 4763) as amended , introduced by the Order of the Ministry of Transport of Russia dated November 25, 2008 N 195 (registered by the Ministry of Justice of Russia on December 22, 2008, registration N 12936) At the same time, the compliance of the cargo volumes presented for transportation with the established norms of weight or length of the route is checked.

One copy of the accepted application for the carriage of goods by routes is sent to the consignor or the sender of its own empty wagons, the second copy remains with the carrier, and the third copy - to the owner of the infrastructure.

7. The procedure for submission of wagons for loading (unloading) routes, their formation to the specified weight or length, return after loading (unloading) and technological standards for loading (unloading) of such routes are established in contracts for the operation of the access track and for the supply and cleaning of wagons in According to Federal law dated January 10, 2003 N 18-FZ "Charter of the railway transport of the Russian Federation" (Collected Legislation of the Russian Federation, 2003, N 2, Art. 170, N 28, Art. 2891; 2006, N 50, Art. 5279; 2007, N 27, Art. 3213, N 46, Art. 5554; 2008, N 30 (part II), Art. 3616), Rules of operation and maintenance of non-public railway tracks, approved by Order of the Ministry of Railways of Russia dated June 18, 2003 N 26 (registered by the Ministry of Justice of Russia on June 19, 2003, registration N 4764) as amended by Order of the Ministry of Transport of Russia dated February 15, 2008 N 28 (registered by the Ministry of Justice of Russia on March 5, 2008, registration N 11283).

(As amended by the Order of the Ministry of Transport of Russia dated 10.06.2009 N 94)

8. The railway station of departure of the route in the shipping documents for its own empty wagons, following as part of the route or the core of the route to one railway station of destination, makes a mark with the stamp "Dispatch route N ______ direct", for the destination at the railway station of spraying or to the points of spraying - with a stamp " Dispatch route N _____ with spraying at the railway station.

(The paragraph is given as amended by the Order of the Ministry of Transport of the Russian Federation of 03.10.2011 N 258)

Registration of shipping documents for the carriage of goods in wagons and own empty wagons following as part of the route is carried out in the manner prescribed by the Rules for filling out transportation documents for the carriage of goods by rail, approved by Order of the Ministry of Railways of Russia dated June 18, 2003 N 39 (registered by the Ministry of Justice of Russia 23 June 2003, registration N 4819) as amended by Order of the Ministry of Transport of Russia dated December 25, 2007 N 196 (registered by the Ministry of Justice of Russia on January 23, 2008, registration N 10971) and the Rules for the carriage of goods by rail in groups of wagons on one consignment note, approved by Order of the Ministry of Transport of Russia dated June 18, 2003 N 32 (registered by the Ministry of Justice of Russia on June 23, 2003, registration N 4815) as amended by Order of the Ministry of Transport of Russia dated June 10, 2007 N 76 (registered by the Ministry of Justice of Russia on July 6, 2007 No. , registration N 9779).

(As amended by the Order of the Ministry of Transport of Russia dated 03.10.2011 N 258)

The carriage of goods in wagons following the route can be formalized with one or more shipping documents.

(The paragraph was added by the Order of the Ministry of Transport of Russia dated June 10, 2009 N 94)

9. The addressing of cars that arrived as part of the route at the spraying station to the destination station, located in the area of the spraying station, is made by consignors, consignees, consignors of their own freight cars or their authorized representatives in accordance with legislative and other regulatory legal acts.

Theme – « Bulk cargo transportation technology:

Fuel, ore-metal and bulk "

Plan:

Transportation routing. Types of routes.

Technology of transportation of fuel and ore-metal cargo. Characteristics of fuel, metallurgical cargo. Features of the work of access roads when transporting bulk cargo.

Liquid cargo transportation technology. Characteristics of liquid cargo. Peculiarities of liquid cargo routing. Technology of operation of stations for loading petroleum products. Discharge station technology.

Literature:

Typical technological process of a cargo station, Moscow: "Transport", 1989.

5. Fundamentals of management of freight and commercial work in rail transport; Mukhametzhanova A.V., Izbairova A.S. Almaty: "KazATK", 2009. - 250 p.

6. Management of cargo and commercial work on railway transport. A.A. Smekhov. Moscow: "Transport", 1990.

1. Transportation routing. Route types

Types of routes and their meaning

By routeis called the train set of the established mass or length, formed by the consignor or the road in accordance with the Rules of technical operation railways and a plan for the formation of wagons loaded by one or more consignors at one or more stations, assignment to one unloading or spraying station with the obligatory passage of at least one technical station without processing the train.

Of great importance is the routing of transportation from the places of loading of goods, i.e. dispatch, in which the cars are organized into direct trains not at technical stations, but directly at the points of their loading. The efficiency of such block trains (routes) is determined mainly by the acceleration of the movement of wagons. This is achieved by the fact that block trains pass a number of technical stations without processing (at least one).

Send Routing Helps Accelerate Delivery cargo and release in the sphere of circulation of significant material resources; accelerating the turnover of cars, which reduces the need for a fleet of cars and capital investments for their construction; reducing the volume of shunting work at technical stations and eliminating the need for track development of marshalling yards; improving the conditions for the safety of goods; reducing the cost of transportation of goods.

The efficiency of the routing of cargo transportation is the higher, the greater the degree of coverage of dispatched goods by this type of organization of car traffic flows and the further the route follows without processing, i.e., the higher the distance of the route.

The most efficient routes are to one unloading station, the share of which in the total route car traffic is about 60%.

An analysis of the distribution of route traffic by range over a number of years shows that the share of short-distance routes over the past 11 years has remained approximately the same, at distances from 401 to 1500 km it has slightly increased, and over 1500 km has decreased. However, these figures do not always give a correct idea of the efficiency of routing, since the distances between yards in different regions differ significantly. So, with a run of 400 km in one region, the route passes two or three technical stations (for example, in the Donbass), and in another, with a run of 1500 km, only one (Siberia, the Far East). Therefore, the success of routing more accurately characterizes the average number of technical stations traversed by the route without processing, and even better - the number of cars, from which these stations are exempted from processing as a result of routing.

According to the terms of their organization, routes from places of loading of goods are divided into three main groups:

1) shipping, loaded and formed at one station by one consignor or on one siding track by its owner and other consignors - his counterparties. These routes may follow to one unloading station or to a technical spraying station located as close as possible to the area where the unloading station is located;

2) shipment step-by-step - loaded by different consignors on their sidings with grouping of carriages at the junction station (station) or loaded at different stations of a junction or section with unification at the site or at a junction (sectional or nodal routes). Stepped routes can also take up to one destination station or to spray at a technical station.

The basis for the organization of stepped routes is scheduling loading by destination. It consists in the fact that at all or part of the stations or access roads, loads of the same purpose are loaded on a certain day. On the same day, an ordinary modular train (or a transfer train in a junction) is sent to a section (or to a junction station), which, when transporting cars to stations, takes from them the groups of cars loaded for the route. At the station where the last group of cars is hitched, the train turns into a route that follows to the destination of the cargo (or spraying point) without processing along the route.

Stepped routes account for about a fourth of the total traffic routing;

3) circular - represent the most efficient part of the shipping routes that follow from one loading station to one unloading station. The trains of these routes are constant, they are not disbanded and, after unloading, are returned to the station of registration, where they are served for loading. In this case, the following of trains of circular routes in the empty state must coincide with the general empty direction of the same kind of cars. Circular routes are most effective when they are loaded at the loading station or at another passing station and they follow loaded to the area where the loading station is located. At the same time, the empty mileage of cars is sharply reduced.

According to the distance traveled, routes are distinguished: network (circulate within several roads) and intra-road (on one road).

Trains traveling between two points with permanent trains over short distances are called "turntables"; if they do not pass through the technical station, then these shipments are not included in the routing accounting.

Shipping and stepped routes are formed from both homogeneous and heterogeneous cargo.

Step routes are organized when car flows to certain cargo destinations are insufficient to form dispatch routes from one loading point.

In some cases, the routing of cargo transportation requires additional capital investments for the development of cargo fronts. Therefore, in order to increase the efficiency of routing, it is necessary, when planning transportation, to provide for the concentration of cargo flows and the coordinated work of the junction station, access roads and enterprises - the owners of these routes, on which goods are shipped.

Routing planning and its implications

When planning a route, the technical and economic efficiency of routes is checked and routes that do not reduce the processing of car traffic are excluded. First of all, they plan the sending routes that follow to one unloading station. Then at the spraying station, taking into account the maximum following of them without processing. From the remaining cargo traffic not covered by the sending routing, sending stepped routes are organized.

When planning, the technical equipment of the loading and unloading station, maps of the norms of mass and length of train trains are taken into account.

Routing plans for the transportation of goods are drawn up when developing a plan for the formation of trains. They are annual and monthly. When drawing up a plan for the formation of trains, first of all, plans are developed for routing traffic based on car flows in directions (streams) of a sustainable nature.

The efficiency of routing the transportation of goods from the places of their loading is determined by the speed of route advancement (shortening the delivery time of goods), the number of technical stations that, on average, pass each route without processing, reducing the downtime of wagons at technical stations (without processing) and loading and unloading stations, as well as the number of organized routes and the net weight of each block train (the total amount of cargo transported on the routes).

Routing efficiency:

A) the speed of movement of the cargo

B) with a reduction in the volume of shunting work, the staff of VET workers decreases.

The speed of movement of cargo on routes is much higher than with wagon shipments (more than 30%). It depends on reducing the idle time of trains at technical stations without processing. As a result of the fact that the cars are not processed at technical stations, a reduction in the volume of shunting work is achieved, as well as a decrease in the staff of carriages, since the processed car undergoes technical inspection twice (upon arrival and departure), and the next one on the routes - one.

It is possible to save capital investments for the development of some permanent devices (sorting tracks and tracks for receiving trains, processing devices). In connection with the passage of a part of the transit carriage flow in the routes, reserves of processing capacity are created in these devices, which make it possible to master the additional carriage flow without strengthening them. This savings only applies to those stations that have no reserves. The methods for calculating all the savings along the route are used the same as for through trains formed at technical stations, and are presented in a special course.

The idle time of wagons when loading a route often exceeds the time spent on a cargo operation with a separate group or single wagons. At the same time, single wagons and groups can stand idle for a longer time, waiting for their accumulation and their departure from the station than during route loading. In this regard, there may not be an increase in the total time spent by cars at the station during route loading.

The time spent on direct loading of the route composition depends on the capacity of the cargo front and its equipment, as well as on the number of fronts on which individual parts of the route can be loaded in parallel. The greatest downtime under loading the wagons of the route occurs when the loading front capacity is small, the route mass is large and it is loaded on one front in parts. This time is reduced if there is an additional (exhibition) track, which makes it possible to combine the feeding and harvesting of each part of the route with the loading of the other part.

If a route is organized without increasing the idle time of wagons at loading and unloading stations and passes at least one technical station without processing, it is always effective. When the route goes to one unloading station without processing, then to determine the size of the efficiency it is necessary to compare the increase in the idle time of wagons not only at the loading station, but also the unloading of goods with the savings along the route.

Traffic routes passenger transport can be classified according to various criteria. According to the accepted classification of passenger

transportation (see topic 3), it is possible to distinguish urban, suburban, intercity, international routes that serve the corresponding types of passenger transportation, carried out on the basis of route technology. Urban passenger routes are also classified according to several

criteria.

By the time of action: a) permanent routes operate throughout the year; b) temporary routes operate during certain periods of time (seasons, weekdays, weekends, etc.).

By appointment: a) the main routes; b) bringing up to routes of other modes of transport.

By the nature of the route: a) pendulum the routes have the route of the rolling stock in a straight line and reverse directions on the same track; b) annular routes in which the route is closed, and the start and end points are the same.

By the nature of the location in the city: a) diametrical; b) radial; c) tangential; d) annular; e) departure; f) peripheral

1 - diametrical;

2 - radial;

3 - tangential;

4 - circular;

5 - departure;

6 - peripheral

According to the terms of use of stopping points: a) ordinary routes on which the stop is made at all

intermediate points without fail; b) shortened routes are organized only on a certain part of the usual route, where there is the most intense passenger traffic. Shortened routes are permanent and temporary (during rush hour); v) express routes involve the movement of buses with direct communication without intermediate stops along the way. They are permanent and temporary; G) express (semi-express) routes involve stopping vehicle only at some intermediate stopping points. The presented list of route types is not exhaustive, since the emergence of new requests from passengers and the development of technologies for organizing the transportation process leads to the development of new types of routes.

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